Air-brake apparatus.



' No- 845 ,500; PATENTED' FEB. 26, 1907.

R. J. WILSON.

AIR BRAKE-APPARATUS; APPLICATION mum NOV.1. 1905.

2"SEEETS-BHEET- 1.

WITNESSES. IVNVENTOFL W mm PATENTBD FEB. 26, 1907.

R. J. WILSON. AIR BRAKE APfiARATUS. A P PLIOATION FILED NOV.16, 1905.

2 BHEETB-SEBET 2.

INVENTOR- WITNESSES. V

was

UNITED STATES PATENT onrron.

ROBERT J. WILSON, OF PITTSBURG, PENNSYLVANIA.

' AIR-BRAKE APPARATUS.

Specification of Letters Patent.

Patented Feb. as, root? Application filed November 16, 1905. Serial No. 287,665.

To all whom it may concern.

Be it known that I, ROBERT J. WrLsoN, a

Air-Brake Apparatus; and I do hereby declare the following to be a full, clear, and

exact description thereof.

This invention relates to air-brake systems, and has for its object to prevent wrecks and other evils due to the severe a plication of the brakes when the train pu ls apart or the train-pipe or hose bursts or becomes ruptured from any cause.

In all automatic air-brake systems the brakes ale applied. by reducing the pressure in the train-pipe, the severity of the applica tion of the brakes depending upon the rapidity of reduction of the train-pipe pressure.

hen the train pulls apart or the train-pipe or hose-bursts orbecomes ruptured from any cause, the air escapes very rapidly, thus caus ing the triple valve to move instantaneously to emergency position and causin a very severe application of the brakes. is a consequence the cars adjacent to the break or rupture are checked very rapidly, thus caus ing the other cars in the trainto jolt against the same, causing the train to buckle and frequently throwinithe cars from the track and causing a wrec The object of m invention is to prevent the severe application of the-brakes, with the disastrous consequences which may follow whenever the train pulls apart orthe trainipe or hose breaks or becomes ruptured ii'om any. cause. This object 1s obtained by placing in the train-pipe or train-pipe con-.

nection on each car a valve which acts automatically upon an excess rush of air out of the train-pipe to throttle SSLld'tIiLlIl-PIPG or train-pipe connection, thus preventingi; the 1 quick reduction of'pressure in the tram-pipe and the emergency application of the brakes. In the accompanying drawings, Figure 1 is a diagrammatic view showing a passengercar equipment containing my improvement.v

I Fig. 2 is a similar v ew of. a freight-car equipment with my improvement applied thereto, and Fig. '3 is a sectional view 'of the regulating check-valve.

The drawings illustrate a standard W estinghouse air-brake system 'havingan auxiliary reservoir 1, brake-cylmder2 ,tr1 le valve 3, and train-pipe 4. My invention, owever,

is applicable to' any other automatic airseat.

brakesystem. The passenger-car equipment, asshown, has the brake-cylinder connected to the auxiliary reservoir by a pipe 5, located externally of these parts, while the freight-car equipment. has the auxiliary reservoir connected tothe brake-cylinder by means of a pipe 6, extending through the auxiliary reservoir. In all cases, however, the triple valve '3 is connected to the trainpipe by mran; of a pi e 7. The train-pi e itself is conrmted at t e ends of the cars y rgieans of the usual hose 8 and coupling mem- In carrying my invention into effect it is not necessary to change the construction, connection, or mode of operation of any of the. parts so far described. It is necessary merely to add to this system an automatic throttling-valve 10, located anywhere betweenthe triple valve and the hose 8 and so arranged as to throttle the train-pipe con nection whenever an excess rushof air out of the train-pipe occurs, as is the case when the train pulls apart or the hose bursts. Prefbe supplied, whereas if the valve were placed in the train-pipe proper it would be necessary to supply two valves for each car, one

between each end of the train-pipe and the connection 7.. The valve must be so arranged that when normal reductions of train-pipe pressures are made in order to apply the brakes in the usual way the valve will remain open, so as not to interfere with the usual application of the brakes. When the train-pipebecomes ruptured and a sudden rush of air out of the same takes place,

this valve will close or partially close the connection'to the triple valve, so that the latter cannot move instantaneously to emergency position, and in that way preventing the severe application of the brakes.

In Fig. 3 I have showna check-valve comprising a suitable casing having 7 and a ball-valve .12, cooperating with the This valve is guided by'suitable ta er guides or ribs 13, which arose arranged t at the ball rests on an'inclined support, so that top a seat 7211 normally it will not restagainst the. seat '11,;

leavin around the. same apassage of sufii" imension .to allow for the outward" cient flow-of the requisite amount of air mail ordinary applications of the brake at the train-pipe bursts there will be a sudden rush of air out 'of the train-pipe. This rush of air will carry the ball 12 against the seat 11, thus'checking the outward flow of air from the. triple valve. A suitable byass will be provided around the valve, suc as the grooves 14 in the valve-seat, which will permit the air to escape-from the outer side of the triple-valve piston with the requisite speed, so that the triple valve Will move over as in ordinary service applications and the brakes Will be applied only lightly, thus preventing wrecks and other evils.

It Wlll be seen that by the use of the valve specified the sudden rush of air from the train-pipe which takes place when the latter breaks from any cause cannot extendtothe tri le-valve chamber, but, on the "contrary,

on y a gradual reduction of pressure will be eflected in the triple-"valve chamber. As a consequence said valve will be moved to service i application position only and the brakes will be applied only with a service operable on an excess rush of air and serving to throttle the train-pipe connection.

3. In an air-brake system, the combination of an auxiliary reservoir, brake-cylinder, triple valve and train-pipe, and a ball-valve between the triple valve and train-pipe couplersand seating away from the triple valve, said valve being arranged to remain open normally and to move toward closed position on an excess rush of air out of the trainipe.

4. n an air-brake system, the combination of an auxiliary reservoir, brake-cylind er,

triple valve and tram-pipe, and a ball-valve in the train-pipe'and arranged to partially close said connection on a sudden rush of air out of the train-pipe.

.5. In an air-brake system, the combination'of an auxiliary reservoir, brake-cylinder, triplevalve and train-pipe, and a check-valve between the triple valve and train-pipe couplers and seating away from the triple valve, said check-valve being arranged to automatically open under the influence of gravity anclto move to closed position on an excess rush of air outof the train-pipe.

In testimony whereof I, the said ROBERT J. WILsoN, have hereunto set my hand.

ROBERT J. WILSON.

Witnesses:

ROBERT C. Tor'rslv, J. R. KELLER. 

